US20130321169A1 - Airport surface collision-avoidance system (ascas) - Google Patents

Airport surface collision-avoidance system (ascas) Download PDF

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Publication number
US20130321169A1
US20130321169A1 US13/710,400 US201213710400A US2013321169A1 US 20130321169 A1 US20130321169 A1 US 20130321169A1 US 201213710400 A US201213710400 A US 201213710400A US 2013321169 A1 US2013321169 A1 US 2013321169A1
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United States
Prior art keywords
aircraft
light module
communication device
lights
signal
Prior art date
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Abandoned
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US13/710,400
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English (en)
Inventor
Charles (C.) Don Bateman
Jean-Lu Derouineau
Tomas Neuzil
George Papageorgiou
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Honeywell International Inc
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Honeywell International Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honeywell International Inc filed Critical Honeywell International Inc
Priority to US13/710,400 priority Critical patent/US20130321169A1/en
Assigned to HONEYWELL INTERNATIONAL INC. reassignment HONEYWELL INTERNATIONAL INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DEROUINEAU, JEAN-LU, NEUZIL, THOMAS, PAPAGEORGIOU, GEORGE, BATEMAN, C. DON
Priority to EP13166337.9A priority patent/EP2669704B1/en
Priority to CN2013102057813A priority patent/CN103473957A/zh
Priority to JP2013113038A priority patent/JP2013249058A/ja
Publication of US20130321169A1 publication Critical patent/US20130321169A1/en
Assigned to HONEYWELL INTERNATIONAL INC. reassignment HONEYWELL INTERNATIONAL INC. CORRECTIVE ASSIGNMENT TO CORRECT THE SPELLING ERROR IN THE INVENTOR'S FIRST NAME PREVIOUSLY RECORDED ON REEL 030080 FRAME 0163. ASSIGNOR(S) HEREBY CONFIRMS THE CORRECT NAME FOR THE INVENTOR SHOULD READ DEROUINEAU, JEAN-LUC INSTEAD OF DEROUINEAU, JEAN-LU.. Assignors: DEROUINEAU, JEAN-LUC, NEUZIL, THOMAS, PAPAGEORGIOU, GEORGE, BATEMAN, C. DON
Abandoned legal-status Critical Current

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    • G08G5/04—
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/80—Anti-collision systems
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/003—Transmission of data between radar, sonar or lidar systems and remote stations
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/91—Radar or analogous systems specially adapted for specific applications for traffic control
    • G01S2013/916—Airport surface monitoring [ASDE]

Definitions

  • Flight Safety Foundation estimates the apron damage costs to the world's airliners to be $4 billion every year. For corporate fleets, the damage-related cost was estimated to be $1 billion annually.
  • the presented apron damage costs include direct costs resulting from material and work related to an accident, and indirect costs resulting from aircraft being not in operation, harming the public image of airliner, incident investigations, etc.
  • the present invention provides an airport surface collision-avoidance system (ASCAS).
  • ASCAS airport surface collision-avoidance system
  • the present invention is aimed at avoiding collisions in the following environments:
  • FIG. 1 is a diagram of an exemplary system formed in accordance with an embodiment of the present invention
  • FIGS. 2 and 3 are top views of an aircraft used in the system shown in FIG. 1 ;
  • FIG. 4 is an exploded perspective view of a wing assembly formed in accordance with an embodiment of the present invention.
  • FIG. 5 is a front view of an aircraft fuselage formed in accordance with an embodiment of the present invention.
  • FIGS. 6 and 7 are x-ray top views of wing assemblies formed in accordance with embodiments of the present invention.
  • FIGS. 8-10 show various user interface images for use by anyone involved in the safe movement of an aircraft.
  • an exemplary airport surface collision-avoidance system (ASCAS) 18 includes components on an aircraft 20 and components removed from the aircraft 20 .
  • the aircraft 20 includes sensors (e.g., active sensor (e.g., radar) and/or passive sensor (e.g., camera) 26 included within aircraft light modules 30 .
  • the light modules 30 also include navigation/position lights 34 , a processor 36 , and a communication device 38 .
  • the sensors 26 are in communication via the communication device 38 (wired or wirelessly) to one or more user interface (UI) devices 44 - 48 .
  • UI user interface
  • the UI devices 44 - 48 include a processor 50 (optional), a communication device (wired or wireless) 52 , and an alerting device(s) 54 .
  • the UI devices 44 - 48 for pilots and/or for ground crew (tug driver, wing-walkers, etc.) provide audio and/or visual cues (e.g., via headphones, PC tablets, etc.) based on sensor-derived and processed information.
  • the UI devices 44 - 48 provide some or all of the following functions: detect and track intruders, evaluate and prioritize threats, and declare and determine actions. Once an alert associated with a detection has been produced, then execution of a collision-avoidance action (e.g., stop the aircraft, maneuver around intruder, etc.) is manually performed by a pilot or tug driver, if in a towing situation, or automatically by an automation system (e.g., autobrakes).
  • a collision-avoidance action e.g., stop the aircraft, maneuver around intruder, etc.
  • an automation system e.g., autobrakes
  • processing of the sensor information is done by the processor 36 at the sensor level and/or the processor 50 at the UI devices 44 - 48 .
  • situational awareness is improved by integration with automatic dependent surveillance-broadcast/traffic information service-broadcast (ADS-B/TIS-B), airport/airline information on vehicles/aircraft/obstacles (e.g., through WiMax), and with synthetic vision system/enhanced vision system/combined vision system (SVS/EVS/CVS) received by the respective devices using the communication device 38 .
  • ADS-B/TIS-B automatic dependent surveillance-broadcast/traffic information service-broadcast
  • ADS-B/TIS-B airport/airline information on vehicles/aircraft/obstacles
  • SVS/EVS/CVS synthetic vision system/enhanced vision system/combined vision system
  • the present invention reduces false alarms by exploiting flight plan and taxi clearance information, and airport building/obstacle databases stored in memory 60 or received from a source via the communication devices 50 .
  • the sensors 26 included in the wing and tail navigation light modules provide near-complete sensor coverage of the aircraft 20 . Full coverage can be attained by placing sensors in other lights that are strategically located on the aircraft 20 .
  • the present invention provides different UI devices for different stakeholders: through electronic flight bag (EFB)/primary flight display (PFD)/multifunction display (MFD)/navigation display to pilots, EFB/headset to tug drivers, headset to wing-walkers, etc.
  • EFB electronic flight bag
  • PFD primary flight display
  • MFD multifunction display
  • the pilot and tug driver are alerted aurally, visually, and/or tactilely.
  • a visual alert presented on an EFB display shows aircraft wingtips outlined or a highlight of any obstructions.
  • Aural alerting is through existing installed equipment, such as the interphone or other warning electronics or possibly the enhanced ground proximity warning system (EGPWS) platform.
  • ELPWS enhanced ground proximity warning system
  • the fields of view (FOVs) of the sensors 26 included at the wingtips and tail provide ideal coverage of aircraft vicinity—see FIG. 2-1 .
  • the FOV of the sensors 26 are based on a candidate technology (radar), constraints associated with placing the radars inside the wing/tail navigation light modules 30 and typical accident geometries for the host aircraft. Other FOVs are possible, depending upon where one places the sensors 26 .
  • the sensor range depends on the times to 1) detect intruders, 2) evaluate the situation, 3) command an action and 4) execute the action (e.g. break the aircraft). Times are estimated based on the computational speed of intruder detection and other algorithms, and typical pilot reaction times and aircraft breaking times.
  • FIG. 2 illustrates an example of calculated times/distances for a particular aircraft 62 (e.g., A380) based on the following assumptions:
  • Aircraft braking coefficient ( ⁇ B ) includes a coefficient summarizing the retarding forces acting on a wheel under braking.
  • ⁇ B F braking /(mg ⁇ L).
  • Quantities are: F braking —braking force, m—aircraft mass, L—lift, g—gravitational acceleration.
  • the aircraft braking coefficient is not equivalent to the tire-to-ground friction coefficient.
  • the estimated airplane braking coefficient is an all-inclusive term that incorporates effects due to the runway surface, contaminants, and airplane braking system (e.g., antiskid efficiency, brake wear).
  • the resulting time for executing corrective action is derived from relation between work and object energy.
  • the work is defined as:
  • Equation 6 is used to define the time needed to stop the aircraft during the high-speed taxi in the vicinity of the runway, as well as for determination of time to stop while the aircraft is being pushed back out of the gate.
  • the communication devices 38 located in the light modules 30 are denoted as sensor wireless units (SWU) see FIG. 3 .
  • the data measured by the sensors 26 are transmitted by the SWUs to a gateway wireless unit (GWU) located somewhere close to or in the cockpit (e.g., the communication device 52 is located in the cockpit UI device 44 ).
  • the GWU is connected to a central unit (i.e., the processor 50 ), which performs data processing and interfaces to the pilot or other personnel giving information about the surrounding obstacles.
  • the GWU could be included in modules 44 , 46 or 48 .
  • the SWUs can transmit directly to the GWU or to the GWU via another SWU.
  • the wireless sensor network includes three SWU nodes 62 - 66 (within the starboard, port, and taillight modules 30 ) and one GWU 68 (within the UI device 44 ). Signals transmitted between the wing SWUs 62 , 64 and the GWU 68 are transmitted directly. Signals from the SWU-T 66 are transmitted either directly to the GWU 68 or routed through the wing SWUs 62 , 64 , depending on the link capability between the GWU 68 and the SWU-T 66 .
  • the SWUs 62 - 66 and the GWU 68 include OneWirelessTM devices produced by Honeywell, Inc. and adapted to ASCAS requirements. Special antennas are used with these devices to ensure proper link power budget. Other wireless protocols may be used, such as 802.11 (WLAN) radio technology.
  • WLAN 802.11
  • FIG. 4 shows a light compartment 100 of a Boeing 737NG winglet 102 .
  • the compartment 100 includes a position light 104 with two LED assemblies or two halogen bulbs (based on the light version).
  • the light compartment 100 includes:
  • a wireless module is located directly in the light compartment 100 with an antenna mounted on or in the glass 106 .
  • Position and distance of obstacles are visually represented on an EFB application display with multiple alert modes (e.g., clear, caution, and warning modes).
  • the position and distance of obstacles information may also be presented on another cockpit display, e.g., the multi-function display (MFD).
  • MFD multi-function display
  • a sound-beep is activated and is played using a crew-alerting system (CAS). If a caution level is reached, the frequency (time between beeps) of beeping is increased, changing into a continuous tone for warning level. See Tables 1 and 2. Other visual/audio alerting techniques may be used.
  • a voice command describing the position of the obstacle, based on processed sensor data, is played through the CAS when caution and warning alerts are active: “Left”—collision danger on left wing, “Right”—collision danger on right wing, “Rear”—collision danger in rear part of fuselage (push-back operation).
  • the UI device for a tug tractor driver is similar to that for the aircraft crew, except that the application for visual modality is hosted on a handheld device or tablet and only nuisance sound output is used (using device's built-in speaker or a wired or wireless link to a user's headset/earbuds).
  • the UI device 48 for wing-walkers includes headphones or earbuds as the alerting device 54 for a received alert or a locally processed alert based on signals from at least one aircraft-based sensor. See Table 3.
  • HMI concept for Ground Crew - Wing Walkers Information HMI type provided Notes Sound-beeping Sound-beep Feeling of high-urgency increasing/decreasing (nuisance) Head-up solution frequency Easy to recognize (modify time between beeps)
  • the ASCAS configuration (number of sensors) can differ, depending upon aircraft operator's preferences. Depending on the required level of protection, wireless radars could be added to other aircraft lights.
  • Position lights with LED technology provide more space in the light compartments, decrease the inside temperature, and provide more available power. All these resources can be used for the sensors 26 .
  • the communication device antenna is an industrial, scientific, and medical (ISM) 2.4 GHz band and distance-measurement radar with related electronic gear.
  • ISM industrial, scientific, and medical
  • a sensor node antenna for the ISM band wireless communication to the GWU is included in the position-light compartment.
  • the antenna is placed under a light glass light cover, which is expected to be transparent for RF signal communication.
  • the antenna also provides sufficient gain for the errorless communication with the GWU and, in some cases, with the tail-mounted sensor node.
  • a directional antenna is used.
  • the directional antenna requires more space than omnidirectional dipoles do.
  • Yagi and patch antennas Both provide directional characteristics.
  • the Yagi is flat and long in the direction of the main lobe; the patch antenna requires more space in the plane perpendicular to the main lobe axis. This means that Yagi antennas' front elements could interfere with the position light.
  • the patch antenna requires more space between position-light components (LED reflectors, radar antenna lens).
  • a cockpit antenna is included in a central handheld unit that includes a radio receiver.
  • the antenna resides in the cockpit and is located in a position most favoring signal reception from all sensors.
  • an antenna is mounted on a roof of the cockpit. This position provides direct visibility from all sensors.
  • an inside weather radar (WR) cone antenna is placed inside the nose weather radar cone—see FIG. 5 .
  • the GWU antenna(s) are mounted under the cone in such way that they would not influence the WR performance.
  • a single antenna is located on top or bottom of the WR compartment or two side-mounted antennas ( FIG. 5 ) are used.
  • an antenna is shared with a GateLink antenna.
  • FMCW frequency-modulated continuous wave
  • SFCW millimeter wave
  • MMW phased-array radars
  • E-scanning phased-array radars
  • M mechanical scanning radar
  • optical sensors IR, visible
  • acoustic sensors or comparable sensors.
  • FIG. 6 presents an exemplary configuration of a radar sensor with a fixed antenna that provides a wide-angle FOV (approximately 30°).
  • FIG. 7 shows an exemplary configuration in which a radar antenna with a 4° beam is mechanically scanned using an electromotor. This configuration allows dividing the total sensor field into a given number of sectors. For vertical scanning another electromotor is provided.
  • one power source is shared for both the radars (forward and aft) and the wireless module.
  • the common wireless module is placed in the forward position light and is used for transmitting data between the wing and the cockpit UI device or the tug tractor driver/wing-walker UI device.
  • the present invention makes the pilot/wing-walker/tug operator aware that an obstacle has been detected by means of a two-level “beeper”.
  • the system 18 works only on the ground.
  • the system 18 detects obstacles at wingtip level during forward or backward movement (push-back).
  • the navigation lights are turned off during push-back or towing operations.
  • the aircraft wingtip sensors do not consider the detection of baggage carts or vehicles that are clear of the aircraft's wing and engine pylons or nacelles to be cause of an alert.
  • Wingtip velocity in a taxi turn may reach 8 meters per second (27 fps) and, in one embodiment, the time for alerting and action by the pilot is set at eight seconds based on the wingtip velocity information. In one embodiment, the system derives a taxi ground speed related to the wingtip, in order to alter the detection time.
  • wing walkers are equipped with a walkie-talkie device (UI device 48 ) fitted with slow-stop-go buttons that, when activated, alert all parties (UI devices) involved with an associated aircraft movement signal.
  • UI device 48 walkie-talkie device
  • the tug operator, the plane captain or mechanic operating the brakes sees activated lights or hears an aural alert, depending upon which button the wing-walker activated.
  • the processor 50 detects and tracks intruders, evaluates and prioritizes threats, and declares and determines actions to be taken.
  • FIGS. 8-10 show exemplary images 140 - 1 thru 140 - 3 that may be presented on any of the displays of the UI devices 44 - 48 . They would be particularly useful for use on the wing walker and ground vehicle units.
  • the image 140 - 1 includes an aircraft icon 142 .
  • a blind spot zone 150 is identified by a different shading and/or coloring in order to indicate a blind spot area around the associated aircraft.
  • the image 140 is presented to the users of one or more of the UI devices 44 - 48 if there are no perceived collision threats.
  • a border 146 around the aircraft icon 142 is presented in a first color (e.g., green) or shading when no collision threats (i.e., obstacles) have been perceived by any sensors.
  • the image 140 - 2 shows the situation when an obstacle has been identified in a first threat region in front of and to the left of the associated aircraft.
  • the border 146 is presented in a second color (e.g., yellow) and/or shading when the obstacle has been identified.
  • a region 152 in front and to the left of the aircraft icon 142 is similarly colored and/or shaded as the border 146 in order to indicate the obstacle.
  • the image 140 - 3 shows the situation when an obstacle has been identified in a second threat region in front of and to the left of the associated aircraft.
  • the second threat region may be one that requires immediate action by the aircraft or flight crew.
  • the region 152 in front and to the left of the aircraft icon 142 is presented in a second color (e.g. red) and/or shaded differently from other regions around the aircraft icon 142 in order to indicate an imminent threat.
  • the border 146 is presented in the same color and/or shading as the region 152 .

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Traffic Control Systems (AREA)
US13/710,400 2012-05-30 2012-12-10 Airport surface collision-avoidance system (ascas) Abandoned US20130321169A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US13/710,400 US20130321169A1 (en) 2012-05-30 2012-12-10 Airport surface collision-avoidance system (ascas)
EP13166337.9A EP2669704B1 (en) 2012-05-30 2013-05-02 Airport surface collision-avoidance system (ASCAS)
CN2013102057813A CN103473957A (zh) 2012-05-30 2013-05-29 机场场面碰撞避免系统（ascas）
JP2013113038A JP2013249058A (ja) 2012-05-30 2013-05-29 空港表面衝突防止装置システム（ａｓｃａｓ）

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US201261653297P 2012-05-30 2012-05-30
US201261706632P 2012-09-27 2012-09-27
US13/710,400 US20130321169A1 (en) 2012-05-30 2012-12-10 Airport surface collision-avoidance system (ascas)

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